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Workshop on Helicopter Health and UsageMonitoring Systems, Melbourne, Australia,

February 1999 - Part 2.

Graham F. Forsyth (Editor)

Airframes and Engines DivisionAeronautical and Maritime Research Laboratory

DSTO-GD-0197 (Part 2)

ABSTRACT

Over the last 10 years, helicopter Health and Usage Monitoring Systems (HUMS) havemoved from the research environment to being viable systems for fitment to civil andmilitary helicopters. In the civil environment, the situation has reached the pointwhere it has become a mandatory requirement for some classes of helicopters to haveHUMS fitted. Military operators have lagged their civil counterparts in implementingHUMS, but that situation appears set to change with a rapid increase expected in theiruse in military helicopters.

A DSTO-sponsored Workshop was held in Melbourne, Australia, in February 1999 todiscuss the current status of helicopter HUMS and any issues of direct relevance tomilitary helicopter operations. This second part contains a list of those attending and anumber of papers not received in time for publication before the event.

RELEASE LIMITATION

Approved for public release

Published by

DSTO Aeronautical and Maritime Research LaboratoryPO Box 4331Melbourne Victoria 3001 Australia

Telephone: (03) 9626 7000Fax: (03) 9626 7999© Commonwealth of Australia 1999AR-010-839March 1999

APPROVED FOR PUBLIC RELEASE

Contents

1. INTRODUCTION..........................................................................................................1

2. ACKNOWLEDGMENTS ..............................................................................................3

3. FINAL TIMETABLE ......................................................................................................5

4. ATTENDANCE LIST.....................................................................................................9

5. PAPERS INCLUDED IN THIS DOCUMENT..........................................................17


1

1. Introduction

Helicopters have a higher rate of accidents due to technical causes than publictransport fixed-wing aircraft, so it should come as no surprise that equipment capableof detailed monitoring of critical helicopter functions is now routinely fitted to mediumand large-size helicopters used by civil operators. This equipment is usually referredto by the name “Health and Usage Monitoring Systems” (HUMS) although most of theHUMS in service concentrate mainly on assessing the health of the helicopter and haveonly rudimentary usage monitoring.

Military operators have been slower than civil operators to implement HUMS in theirfleets. However, there are good reasons for this. Military helicopters, in general, areoperated at a much lower rate of effort (ROE), expressed as flight hours per year, andare kept in service for a much longer period. Military operators also have less need tominimize training and test flying than civil operators since these types of flying may beregarded by the military as a legitimate function rather than as a deviation from themain purpose. These factors mean that, although current HUMS may show similarrates of return for both military and civil helicopters, when expressed as return per unitflying time, military operators have a lower rate of return than civil operators per unitof calender time.

This difference means that military operators are showing more interest in improvingthe usage monitoring component of these systems.

It is noticeable that the amount of time by which military operators lagged their civilcounterparts in installing accident data recorders is much greater than that for theinstallation of HUMS.

The papers listed in the timetable, in a following section, were presented at aWorkshop coordinated by the Airframes and Engines Division of DSTO Aeronauticaland Maritime Research Laboratory in Melbourne, Australia, on February 16 and 17,1999. Papers were presented by authors from HUMS manufacturers, researchinstitutions, helicopter operators, and other organisations. Most of the paperspresented at the Workshop have been included in a proceedings document, publishedas DSTO-GD-0197, in the format provided by their respective authors. Some papers,however, were not available for inclusion in that document at the time of itspublication and they are included herein, along with an attendance list and the finaltimetable.


2


3

2. Acknowledgments

The Helicopter Health and Usage Monitoring System (HUMS) Workshop wasarranged via a committee comprising:-

Graham Forsyth, as convenor,Neil Kennedy, representing RAAF Williams,Paul Marsden,Graeme Messer,Luther Krake, andBill Clark (who is on secondment from the US Navy)

Additionally, this committee needs to thank Christine Vavlitis for arranging thebarbeque, Jim Nichols from Boeing for organising the video feed for those unable to fitin the conference room, staff from the AED office for attending to the registrations,arranging coffee and various odd jobs, Domenico Lombardo for directing and guidingthe bus morning and evening, and almost every other staff member of the Propulsionarea of AED for helping with the escorting of visitors.


4


5

3. Final Timetable

Time/Chair Day 1 - Tuesday 16 February0830 – 0900 Registration0900 – 0915 Official Welcome – Dr Bill Schofield, Director AMRL0915 – 0955 John Gill

Rick MuldoonBFGoodrichUS Navy

Integrated MechanicalDiagnostics (IMD) HUMS

Page 7 ♦0955 – 1020 David Horsley RAF AMDS,

UKIntroduction of HUMS into theRAF ♦

1020 – 1035

Gra

ham

For

syth

Keith Mowbray Helitune, UK “Modular Distributed HUMS –an Overview” Page 17

1035 – 1100 Morning Tea Break1100 – 1140 Charles Trammel,

Gerald VosslerSmithsIndustries

“UK Ministry Of DefenceHealth and Usage MonitoringSystem (HUMS)” Page 23

1140 – 1210 Pierre Feraud,Phillipe Lubrano

Eurocopter,France

“Commitments of theHelicopter ManufacturerRegarding HUMS Activities”♦

1210 – 1235

Den

nis

Hel

ie (U

SA)

J.W. Bird, M.F.Mulligan, J.D.MacLeod, Capt DLittle

IAR/NRC,Can(3)DND/ATESSCanada

“Developments in Non-intrusive Diagnostics forEngine Condition Monitoring”

Page 2031235 – 1335 Lunch1335 – 1440 AMRL Technical Site Tours (AOSC, HTTF, SETH)1440 – 1510 Larry Dobrin Chadwick-

Helmuth, USA“Health Monitoring ofHelicopters - Case Histories ofBenefits” Page 43

1510 – 1540 David Blunt, PeterO’Neill,Brian Rebbechi

AMRL,RAN-NALMS,AMRL

“Vibration Monitoring OfRoyal Australian NavyHelicopters” Page 49

1540 – 1605

LCD

R G

. Willi

ams

Afternoon Tea Break1605 – 1635 M.C. Havinga,

C.J. (Nelis) BotesAMS, SouthAfrica

“Health and Usage MonitoringSystem for the Hawk Aircraft” Page 217

1635 – 1705 Charlie Crawford GTRI, USA “HH-60G Mission UsageSpectrum SurveyMethodology Overview” Page 57

1705 – 1730 Paul

How

ard

(USA

)

Graham Forsyth AMRL “An Econometric Model forHUMS Cost Benefit Studies”

Page 75


6

Time/Chair Day 2 – Wednesday 17 February0815 – 0830 Registration for Wednesday-only attendees0830 – 0850 Brian Rebbechi

Albert WongAMRL Machine Dynamics ♦

0850 – 0930 Jarek Rosinski Design Unit -Gear TechnologyCentre,Newcastle, UK

Gear Noise and Vibration –Research at UK GearTechnology Centre ♦

0930 – 1000 Robert Cant Vibro-Meter,UK

“ROTABS: Re-Writing theManual on Rotor Track andBalance” Page 89

1000 – 1030

Jam

es O

'Far

rell

Yujin Gao,R. B. Randall

Uni of NSW “Detection of Bearing Faults inHelicopter Gearboxes” Page 99

1030 – 1100 Morning Tea Break1100 – 1140 John F. Reintjes NRL, USA “LASERNET Machinery

Monitoring Technology” Page 113

1140 – 1210 Paul Howard,John F. Reintjes

Paul L.Howard Ent.NRL, USA

“A Straw Man for theIntegration of Vibration andOil Debris Technologies”

Page 1311210 – 1225 LT

CO

L O

.E. A

berle

Grier McVea AMRL Sensitivity of Oil DebrisMonitor in S-70A-9Intermediate GB. ♦

1225 – 1340 Lunch – BBQ1340 – 1410 C.J. (Nelis) Botes AMS, South

Africa“Health and Usage MonitoringSystem for the Denel AviationRooivalk Attack Helicopter” ♦

1410 – 1440 Bill Hardman, AndyHess

NAWC AD,USA

“SH-60 Helicopter IntegratedDiagnostic Systems (HIDS)Program Experience andResults of Seeded FaultTesting.” Page 181

1440 – 1455 Ben Parmington AMRL Lubrication Oil DebrisMonitoring Program at AMRL

♦1455 – 1510 Domenico Lombardo AMRL “Helicopter Structural Usage

Monitoring Work at DSTOAirframes and EnginesDivision” Page 137

1510 – 1540

CD

R C

hris

Fea

ly

Alan Draper MOD PE, UK “Fatigue Usage Monitoring inUK Military Helicopters”

Page 1531540 – 1610 Afternoon Tea Break


7

1610 – 1650 David J. White AeroStructuresUSA

“Structural Usage MonitoringUsing the MaxLife System”

Page 167♠♠1650 – 1710 Peter Frith AMRL Engine Gas Path Condition

Assessment ♦1710 – 1720 G

raha

m F

orsy

th

Closing Session

1900 – 1945 Pre-dinner drinks – Observation Deck, Rialto on Collins1945 – 2315 Conference Dinner – Oriel Room, Rialto on Collins

Page Numbers quoted are those of the paper in the Proceedings published as DSTO-GD-0197.♦♦ indicates that this paper or the presentation slides from this paper are included inthis document.♠♠ indicates a paper where some additional slides to those in DSTO-GD-0197 areincluded in this document.The timetable was prepared on behalf of the HUMS Workshop committee by GraemeMesser.


8


9

4. Attendance List.

The following table was prepared from registration details supplied by those personspresent. It does not include a considerable number of AMRL and ADF staff whoattended only part of the conference or who did not complete a registration form.

Name Function Affiliation Telephone/Fax/EmailAberle, LTCOL O. E.(Otto)

SO1 Logistics HQ Aviation SupportGroupOakey QLD 4401

+61 (7) 4691 9050Fax: +61 (7) 4691 9010

Becker, Andrew Machine Dynamics AMRL, Airframes andEngines Division

+61 (3) 9626 7382Fax: +61 (3) 9626 7083

[email protected]

Betts, Captain Travis Rotary Wing Systems DGTARAAF WilliamsLaverton VIC 3027

+61 (3) 9256 3608TWBetts@

raaf.defence.gov.auBird, Jeff * # Structures, Materials &

Propulsion LaboratoryNRC CanadaOttawa, K1A 0R6Canada

+1 613 993 2214Fax: +1 613 957 3281

[email protected], David * Machine Dynamics AMRL, Airframes and

Engines Division+61 (3) 9626 7577

Fax: +61 (3) 9626 7083David.Blunt@

dsto.defence.gov.auBoeske, FLGOFF E.John

Army Aircraft LogisticsManagementSquadron, Oakey QLD4401

+61 (7) 4691 7974Fax: +61 (7) 4691 7810

[email protected]

Botes, C.J. (Nelis) * Manager: AircraftSystems

Analysis, Management& Systems (Pty) LtdSouth Africa

+27 11 315 1002Fax: +27 11 315 1645

[email protected], Peter President Altair Avionics

Norwood MA02062 USA

+1 781 762 8600Fax: +1 781 762 2287

[email protected]

Brockhurst, MAJ Scott Army Aircraft LogisticsManagementSquadron, Oakey QLD4401

+61 (7) 4691 7840Fax: +61 (7) 4691 7810

[email protected]

Cant, Robert * Project Manager Vibro-Meter,Stockport, CheshireSK7 5BW UK

+44 161 483 0814Fax: +44 161 483 2850

[email protected]

Carlson, Mal Account Executive Teledyne ControlsGreensboroughVIC 3088

+61 (3) 9435 1084Fax: +61 (3) 9435 1084

[email protected]


10

Name Function Affiliation Telephone/Fax/EmailCartledge, Dr Helen Research Scientist and

TribologistWSD, DSTOPO Box 1500Salisbury SA 5108Australia

+61 (8) 8259 5174Fax: +61 (8) 8259 6247

[email protected]

Casper, George Director, Asia Pacific Teledyne ControlsLos Angeles, CA 90064USA

+1 310 442 4155Fax: +1 310 442 4324George_P._Casper@

Teledyne.comChristian, Dr. ThomasF.

Chief, EngineeringFunctional SupportOffice

WR-ALC/LUERobins Air Force BaseGeorgia 31098-1622USA

+1 912 926 9343Fax: +1 912 926 4911

Clark, Bill ^ Helicopter LifeAssessment

AMRL, Airframes andEngines Division

+61 (3) 9626 7360Fax: +61 (3) 9626 7083

[email protected]

Crawford, Charles C.(Charlie) *

Chief Engineer Aerospace &Transportation LabGTRI, SmyrnaGA 30080 USA

+1 770 528 7052Fax: +1 770 528 3271

[email protected]

Dammann, Keith E. Mechanical Engineer WR-ALC/LUHERobins Air Force BaseGeorgia 31098-1622USA

+1 912 926 1842Fax: +1 912 926 4911

[email protected]

Di Pietro, CMDR Vince Deputy CommanderAviation Operations

COMAUSNAVAIRNowra

+61 (2) 4421 1758Fax: +61 (2) 4421 1353

Dickinson, Travis AMRL, Airframes andEngines Division

+61 (3) 9626 7164Travis.Dickinson@

dsto.defence.gov.auDobrin, Larry * Director of Business

Development, On-Board Systems

Chadwick HelmuthEl Monte, California91731USA

+1 626 575 6161Fax: +1 626 350 4236

[email protected]

Doke CAPT Rob # Integrated HealthMonitoring

ATESS 8Wing TrentonAstra, OntarioCANADA K0K 2T0

+1 613 392 2811Fax: +1 613 965 3165

[email protected], Alan *# Deputy Director of

Helicopter PolicyDHP, MODAbbeywood BristolB534 8JHUK

+44 117 913 4584Fax: +44 117 913 4592

[email protected]

Dunn, AJ Not Known Not KnownDutton, Scott Helicopter Life

AssessmentAMRL, Airframes andEngines Division

+61 (3) 9626 7575Fax: +61 (3) 9626 7083

[email protected]


11

Name Function Affiliation Telephone/Fax/EmailEady, SQNLDR Chris # Logistics (Op Reqs)1e RAF Brampton

HuntingdonPE18 8QLUK

+44 1480 52151Fax: +44 1480 413563

[email protected]

Ewen, Steve Sales/MarketingManager

Amtec Avionics Int.Condell Park,NSW 2200

+61 (2) 9791 0288Fax: +61 (2) 9791 0050

Fealy, CMDR Chris OIC RWS DGTA,RAAF Williams,Laverton VIC

+61 (3) 9256 3808Fax:

[email protected]

Feraud, Pierre * HUMS ProgramDirector

EuroCopter France,13725 Marignane

+33 4 42 85 96 91Fax: +33 4 42 85 99 55

Fisher, Sam Research LeaderPropulsion


+61 (3) 9626 7550Fax: +61 (3) 9626 7083

[email protected]

Forsyth, Graham * Helicopter LifeAssessment


+61 (3) 9626 7558Fax: +61 (3) 9626 7083

[email protected]

Fraser, Ken Head, Helicopter LifeAssessment


+61 (3) 9626 7590Fax: +61 (3) 9626 7083

[email protected]

Frew, Don Marconi ElectronicSystems, PortsmouthHampshire PO3 5PHUK

+44 1705 22 6300Fax: +44 1705 22 7133

Friend, Doug Research Engineer II Aerospace &Transportation LabGTRI, SmyrnaGA 30080 USA

+1 770 528 7924Fax: +1 770 528 3271

[email protected]

Frith, Peter * Head, EnginePerformance


+61 (3) 9626 7695Fax: +61 (3) 9626 7083

[email protected]

Galati, Tony AMRL, Airframes andEngines Division

+61 (3) 9626 7296Fax: +61 (3) 9626 7083

[email protected]

Gill, Dr John * Simulation & AlgorithmDevelopment

BFGoodrich,Bedford, MA 01730USA

+1 781 276 1412Fax: +1 781 275 5035

[email protected]


12

Name Function Affiliation Telephone/Fax/EmailGreen, Captain Robert Army Aircraft Logistics

ManagementSquadron, Oakey QLD4401

+61 (7) 4691 7753Fax: +61 (7) 4691 7810

[email protected]

Gregoski, MAJ Ed US Army Far East Tokyo Fax: +81 311 768 4886Hahn, Dr Eric Professor, School of

Mechanical &ManufacturingEngineering

DSTO CoE in VibrationAnalysisUni of NSW

+61 (2) 9385 4142Fax: +61 (2) 9663 1222

[email protected]

Halstead, Russell L. Flight Test Engineer Sikorsky Aircraft CorpStratford Conn.06497-9129 USA

+1 203 386 7244Fax: +1 203 386 7443

Hardman, Bill J * Project Engineer(HIDS)

NAWCADPatuxent RiverMD 20670-1534USA

+1 301 757 0508Fax: +1 301 757 0542

[email protected]

Hawker, EC (Ted) CAA of NZ,Lower Hutt,New Zealand

+64 4 560 9535Fax: +64 4 560 9481

[email protected], Dennis G. PMA-261 Deputy

Program Manager H53& VH Helicopters

PEO ASWASMUS NavyPatuxent River,MD 20670-1547 USA

+1 301 757 5784Fax: +1 301 757 5109

[email protected]

Horsley, FLTLT Dave * HUMS & GSS TeamLeader

AMDSHuntingdon PE17 2PYUK

+44 1480 52451 x7761Fax: +44 1480 446 [email protected]

Howard, Paul * US Navy Consultant onLaserNet

Paul L Howard Ent.PO Box 362Newmarket NH 03857USA

+1 603 659 4956Fax: +1 603 659 2592

[email protected]

Jobson, LTCOL Keith Chief Engineer Army Aircraft LogisticsManagementSquadron, Oakey QLD4401

+61 (7) 4691 7801Fax: +61 (7) 4691 7810

[email protected]

Johnson, MAJ Craig Army Aircraft LogisticsManagementSquadron, Oakey QLD4401

+61 (7) 4691 7750Fax: +61 (7) 4691 7810

[email protected]

Kennedy, Neil Senior Officer (Tech)Grade CWGCDR (retired)

DAIRENG- SCI4CDGTARAAF WilliamsLaverton VIC 3027

+61 (3) 9256 3546Fax: +61 (3) 9256 3540

[email protected]

King, Jeremy Aircraft StructuralIntegrity

DGTARAAF WilliamsLaverton VIC 3027

+61 (3) 9256 3766jbking@

raaf.defence.gov.au


13

Name Function Affiliation Telephone/Fax/EmailKlein, Ed Squirrel Logistics

ManagerArmy Aircraft LogisticsManagementSquadron, Oakey QLD4401

+61 (7) 4691 7851Fax: +61 (7) 4691 7810

Konopka, Henry Supervisor, H60Airframe Structure

Sikorsky Aircraft CorpStratford Con06615-9129USA

+1 203 386 4725Fax: +1 203 386 3717

[email protected]

Kous, LT Nick Rotary Wing Systems DGTARAAF WilliamsLaverton VIC 3027

+61 (3) 9256 3533Fax: +61 (3) 9256 3488

Krake, Luther Helicopter LifeAssessment


+61 (3) 9626 7112Fax: +61 (3) 9626 7083

[email protected]

Last, SQNLDR Andrew Aircraft StructuralIntegrity 4


+61 (3) 9256 3535Fax: +61 (3) 9256 3488

[email protected]

Lombardo, Domenico * Helicopter LifeAssessment


+61 (3) 9626 7660Fax: +61 (3) 9626 7083Domenico.Lombardo@

dsto.defence.gov.auLubrano, Phillippe * Marketing Manager EuroCopter France,

13725 Marignane+33 4 42 85 96 91

Fax: +33 4 42 85 99 55Marsden, Paul Machine Dynamics AMRL, Airframes and


Fax: +61 (3) 9626 7083Paul.Marsden@

dsto.defence.gov.auMcAloney, CaptainPeter

Design Engineer Army Aircraft LogisticsManagementSquadron, Oakey QLD4401

+61 (7) 4691 7770Fax: +61 (7) 4691 7810

[email protected]

McGeehan, CAPTAndy

Rotary Wing Systems1B


+61 (3) 9256 3509Fax: +61 (3) 9256 3488

[email protected]

McVea, Grier * Fuel Science andTribology


+61 (3) 9626 7322Fax: +61 (3) 9626 7083

[email protected]

Messer, Graeme Engine Performance AMRL, Airframes andEngines Division

+61 (3) 9626 7276Fax: +61 (3) 9626 7083

[email protected]


14

Name Function Affiliation Telephone/Fax/EmailMirabella, Leo AMRL, Airframes and


[email protected]

Molent, Loris Airframes & EnginesDivision


+61 (3) 9626 7653Fax: +61 (3) 9626 7072

[email protected]

Mowbray, Keith * Future BusinessManager

Ultra Electronics(Helitune)Cheltenham GL51 9PGUK

+44 1242 225 012Fax: +44 1242 221 167

[email protected]

Muldoon, LCDRRichard C. (Rick) *

Integrated MechanicalDiagnostics IPT Leader

PEO ASWASMUS NavyPatuxent RiverMD 20670-1547 USA

+1 301 757 5779Fax: +1 301 757 5109

[email protected]

Norrie, MAJ Mal AIR 87 Armed Rec.Helicopter Project

Defence Acq. Org.CP3-1-Bay5Campbell ParkACT 2600

+61 (2) 6266 4760fax: +61 (2) 6266 4117

[email protected]

O’Farrell, James Vice-Director HelicopterPrograms

Vibro-MeterAerospace Div.1701 FribourgSwitzerland

+41 26 407 1582Fax: +41 26 402 3662

[email protected]

Page, FLTLT John M A25AV Army Aircraft LogisticsManagementSquadron, Oakey QLD4401

+61 (7) 4691 7866Fax: +61 (7) 4691 7810

[email protected]

Parmington, Ben * Fuel Science andTribology


+61 (3) 9626 7559Fax: +61 (3) 9626 7083

[email protected]

Pawsey Peter Australian Agent forHelitune, Altair, etc.

Rotor & Wing AviationServices P/LPO Box 6262,Cairns, QLD, 4870

+61 (7) 4034 2827Fax: +61 (7) 4034 2827

[email protected]

Power, Alan Head, Fuel Scienceand Tribology


+61 (3) 9626 7319Fax: +61 (3) 9626 7083

[email protected]

Preston, Dr Peter Chief, Airframes andEngines Division

AMRL +61 (3) 9626 7666Fax: +61 (3) 9626 7093

[email protected]

Prior, David Chief Executive Officer Amtec Avionics Int.Condell Park,NSW 2200

+61 (2) 9791 0288Fax: +61 (2) 9791 0050


15

Name Function Affiliation Telephone/Fax/EmailRebbechi, Brian * Machine Dynamics AMRL, Airframes and


Fax: +61 (3) 9626 7083Brian.Rebbechi@

dsto.defence.gov.auReedy, E. Not Known Not KnownReintjes, Dr John F * LaserNet Project Naval Research

LaboratoryWashington, DC 20375USA

+1 202 767 2175Fax: +1 202 404 7530

[email protected]

Rosinski, Dr Jarek * Design Unit Gear TechnologyCentreNewcastle-upon-TyneUK

+44 191 222 6096Fax: +44 191 222 6194

[email protected]

Schmidt, LCDR Mel HS816 Sqn, Nowra +61 (2) 4421 1493Fax: +61 (2) 4421 1443Melvyn.Schmidt.12993

[email protected]

Sinclair, LCDR Chris Maritime Aviation 2 AerospaceDevelopment BranchRAN

+61 (2) 6265 3018Fax: +61 (2) 6265 3195

[email protected]

Skuja, Nina Principle Engineer AeroStructures Aust.,Level 14,222 KingswaySouth Melb VIC 3205

+61 (3) 9686 8081Fax: +61 (3) 9696 8195

[email protected]

Trammel, Charles H.* Director, HUMS/DMST Smiths IndustriesGrand Rapids,49512-1991USA

+1 616 241 7892Fax: +1 616 241 7667

[email protected]

Wagstaff, Ian Red Hawk ChiefDesigner

Denel, Republic ofSouth Africa

+27 11 927 3427Fax: +27 11 395 1944

Wainwright, Rodney President WainwrightTechnologiesWintergreen,VA 22958 USA

+1 804 361 1480Fax: +1 804 361 1480

[email protected]

Wedding, Captain Tim Kiowa LogisticsManager

Army Aircraft LogisticsManagementSquadron, Oakey QLD4401

+61 (7) 4691 7771Fax: +61 (7) 4691 7810

Wenyi Wang Machine Dynamics AMRL, Airframes andEngines Division

+61 (3) 9626 7138Fax: +61 (3) 9626 7083

[email protected]


16

Name Function Affiliation Telephone/Fax/EmailWhite, David * Vice President,

Program DevelopmentAeroStructures Inc.,ArlingtonVA 22202-4102USA

+1 703 413 1600Fax: +1 703 413 1611

[email protected]

Wicks, Dr Bryon J Head, MechanicalIntegrity


+61 (3) 9626 7521Fax: +61 (3) 9626 7083

[email protected]

Williams, LCDR Greg DAIRENG-RWS1 DGTA,RAAF Williams,Laverton VIC 3027

+61 (3) 9256 3760Fax: +61 (3) 9256 3488

[email protected]

Wong, Albert Head, MachineDynamics


+61 (3) 9626 7636Fax: +61 (3) 9626 7083

[email protected]

Wright SQNLDR Steve Aero Eng 3 RNZAFWellington 6000New Zealand

+64 4 498 6527Fax: +64 4 498 6818

[email protected], Mary Gayle L3 Communications +1 941 377 5500

Fax: +1 941 377 5591Mary.Gayle.Wright@

l-3com.comYujin Gao * DSTO Centre of

Expertise in VibrationAnalysis

University of NSW +61 (2) 9385 4128Fax: +61 (2) 9663 1222

[email protected]

Attendance List* indicates a speaker,

^ currently on secondment to AMRL, from NAWCAD, Patuxent River.# Attended TTCP AER-TP3 meeting afterwards.


17

5. Papers Included in this Document

The following pages contain either the paper or a copy, as two slides per page, of thePowerPoint1 Presentations of those papers not included in the original Proceedings. Aswell, one presentation is included where the paper was included in the originalProceedings and some additional slides are published for one presentation.

The presentations have been included in the order determined by the timetable of aprevious section.

Author/Presenter Affiliation/Country Title or Topic PageJohn GillRick Muldoon

BFGoodrichUS Navy

Integrated MechanicalDiagnostics (IMD) HUMS

* 19

David Horsley RAF AMDS, UK Introduction of HUMS into theRAF

35

Pierre Feraud,PhillipeLubrano

Eurocopter,France

“Commitments of the HelicopterManufacturer Regarding HUMSActivities”

51

BrianRebbechiAlbert Wong

AMRL Machine Dynamics 63

Jarek Rosinski Design Unit - GearTechnology Centre,Newcastle, UK

Gear Noise and Vibration –Research at UK Gear TechnologyCentre

75

Grier McVea AMRL Sensitivity of Oil Debris Monitorin S-70A-9 Intermediate GB

97

C.J. (Nelis)Botes

AMS, SouthAfrica

“Health and Usage MonitoringSystem for the Denel AviationRooivalk Attack Helicopter”

103

BenParmington

AMRL Lubrication Oil DebrisMonitoring Program at AMRL

115

David J. White AeroStructuresUSA

“Structural Usage MonitoringUsing the MaxLife System”(Additonal slides only)

123

Peter Frith AMRL Engine Gas Path ConditionAssessment

125

* Paper version in DSTO-GD-0197, PowerPoint slides here.

1 PowerPoint is a registered trademark of Microsoft Inc for software generating presentationslides.


18


19

Gill/Muldoon – 1

IMD HUMS

• IMD HUMS is a Commercial Operations & SupportSaving Initiative (COSSI) to improve helicopteroperational readiness and flight safety while slashingmaintenance-related costs.

• The U. S. Navy (USN) has partnered with BFGoodrichto field this military/commercial “dual use” HUMS.

U. S. Navy / BFGoodrichIntegrated Mechanical Diagnostics

HUMSOverview & Status

LCDR Rick MuldoonNAVAIR Team Leader

John GillAircraft Integrated Systems

[email protected]

BFGoodrich AerospaceAircraft Integrated Systems


20

Gill/Muldoon – 2

IMD HUMSCurrent Status

• Critical Design Review - Complete June 98• COTS Demo / Risk Mitigation Complete

– CH-53E & SH-60F

• DT Commences - April 99– CH-53E– SH-60B

• OPEVAL - Oct 99– 5 CH-53E (HMT-302) / 5 SH-60B (2@HSL-40, 3@ HSL-41)

• Limited Rate Production Decision - Oct 99– 6 CH-53Es / Lease for 200+ legacy H-60s

• Full Rate Production Decision - March 00– All H-53Es / CH-60 / SH-60R

IMD HUMS• Overview

– Program Status / Concept of Operations– System Functions

• Major Airborne Components– Primary LRUs– Sensors & IO

• Selected Functionality– Mechanical Diagnostics– Rotor Track and Balance– Exceedance Monitoring– Engine Monitoring– Structural Usage– Aircrew & Maintainer Interaction

• Conclusion


21

Gill/Muldoon – 3

IMD HUMSConcept of Operations

PCMCIA

IMD-NALCOMISHardware/Software Up-line

data to IDE

ReportsFlight Data / Regime Data

Pre-Flight Data /Post Flight Debrief

BUNO & Crew Specific Infoloaded in PCMCIA

Weight & Balance Data

Fuel Load

Weapons Load

Maintenance ManagementConfiguration Management

Generate VIDS/MAFs/NAVFLIRsMake Electronic Logbook Entries

RTB Adjustments & TrendingDiagnostic TrendingScheduled & Periodic Maint. Interval Adjustments

Life Limited Comp. UsageFatigue Life and Exceedance TrackingParts Tracking

Internal UsersMaintenance ControlQAMO / MMCOSupervisors / Technicians

External UsersIMA / NADEP / DepotsWings / TYCOMsNAVAIRCFA / ISSTOEM

IMD HUMSSTAGE I Sites

MCAS New River NC (HMT-302) *

NAS Mayport FL (HSL-40) *

NAS Pax River MD (NRWTS) *

NAS North Island CA* (HSL- 41)

Prototype InventoryPax River - 1 CH-53E, 1 SH-60BNew River - 5 CH-53EMayport - 2 SH-60BNorth Island - 3 SH-60B


22

Gill/Muldoon – 4

IMD HUMS Overview (Functions)

IMD-NALCOMISHardware/Software

Airborne System Ground Base System

• Acquire & Process Data• Provide Advisories (if desired)• Automates Functional Check Flights

RT&B & Engine• Provides Maintenance Info to Flight-line Troubleshooters & FCF Pilots

• Pilot Debrief• Provides diagnostics/prognostics• Identifies maintenance actions• NALCOMIS Interface:

Maintenance ManagementConfiguration ManagementSerialized Parts Tracking

• Interactive RT&B• Apply usage

Structural & Operational

Aircraft Data Transfer

Open System Architecture

IMD HUMS Overview (System)

PPU

VPU

MPU

Analysis

Flight Data &Results

MaintenanceReports

Accelerometers

Existing A/Csensors

Remote DataConcentrator (RDC)

Aircraft

Signals In

VibrationAcquisition

Information

Management

RDC

Cockpit Display Unit (CDU)


23

Gill/Muldoon – 5

Primary Airborne LRUs

Remote DataConcentrator (RDC)

Main Processor Unit(MPU)

Data Transfer Unit(DTU)

Optical Tracker

Major Airborne Components


24

Gill/Muldoon – 6

CH-53E Added Sensors

Drive Train Accelerometer

1/Rev index

RTB Accelerometer

Optical Tracker

Tachometer

KEY

TGB

IGB

Tail Drive Shaft

Oil Cooler

Blade Tracker

Main Gearbox and Swash Plate

#1 Engine

#3 Engine

#2 Engine

SH-60B & CH-53-E LRUs

DTU

RDC

OPTICALTRACKER

MPU

OPTICALTRACKER

2 RDC’s

DTU

MPU


25

Gill/Muldoon – 7

IMD Functions

Continuous RT&BPrompted RT&B Flight

Rotor Track and Balance

Prompted Engine ChecksCondition Trending

Engine Performance Assessment

Shafts and BearingsGearboxesRotor Vibration Checks

Mechanical Diagnostics

Flight ManualAircrew Alerting

Exceedance Monitoring

Time TrackingCycle Counting

Operational Usage

Regime RecognitionComponent UsageUsage Application

Structural Usage Monitoring

Configuration ManagementMaintenance ManagementNAVFLIR

NALCOMIS OMA Interface

Flight Data DownloadAircrew InterfaceTrendingFlight Data DisplayExpert Diagnostics

Information Management

IETMS Interface

Health Monitoring Usage Monitoring Maintainer Interface

IMD HUMS Functionality

Generic and Scaleable IO

H-60B CH-53ESignal Type (Inputs unless noted)

Used Avail. Used Avail.Discrete Inputs 35 48 63 96Synchros 0 4 7 8AC Signal 4 16 12 32DC Signal 17 32 37 64Accelerometers 34 36 44 46Frequency 5 17 7 22Index 7 8 6 9MIL-STD-1553 1 1 1 1RS-422/RS-485 I/O 0 3 1 3

0 13 0 12ARINC-429 Inputs Outputs 0 3 0 3RS-232/RS-422 I/O 0 3 0 3ARINC-717 (FDR) Out 0 1 0 1


26

Gill/Muldoon – 8

PPU

VPU

MPU

Process Vib. Data

Component Indicators

Acquire Drivetrain Vibration Data

Mechanical DiagnosticsFunctional Flow

Diagnostic Indicators

Raw data

Acquisition Prompts

Advisories Maintenance AlertsDiagnostic MAFs

Display/TrendIndicators

24-30 Drivetrain Accels1 Gearbox Tachometer (H53)

2 Optical Tachos (H60)Existing Index (H60)

Determine Component

Health

Control

Acquisition

Major Functions (Examples)

• Mechanical Diagnostics

• Rotor Track & Balance

• Exceedance Monitoring

• Engine Monitoring

• Structural Usage

• Routine Aircrew Interaction

• Routine Maintainer Interaction


27

Gill/Muldoon – 9

PPU

VPU

MPU

Calculate

N/Rev and Phase

Control

Acquisition

Vibration & TrackAcquisition

On-board Balance

Solution

RT&B Functional

N/Rev Vibe& Track data

Normally Background

Prompted FCF

(5) 15 sec acquisitions

Balance Solutions

RT&B MAFs

Balance Solutions

Safety Check ForIncorrect Adjustments

Predict Vibe Levels

Trend Vibrations

8 Accelerometers

2 Index sensors

1 Optical TrackerReduces No. of FCFs / Reduces Average Vibration Level / Eliminates Need for VATS

Focus on Gear, Bearing, and Shaft Diagnostics

• Automatic Data Acquisition• Pilot-Initiated Acquisition• Safety of Flight Advisories

DOWNLOADDIAGNOSTICSDATA, RESULTS

GROUND STATIONDATA BASE

AUTOMATEDREPORTS

• Drivetrain Health• Component Health• Component Analysis• Analysis Tools

IN-FLIGHT DATA ANALYSISSAFETY OF FLIGHT CALCULATION

ONBOARD DISPLAY

Mechanical Diagnostics


28

Gill/Muldoon – 10

Engine Monitoring Function

• Engine Monitoring Function– Usage

– Limit Exceedance

– Performance

• Changes from Present Practices– Automates Data Transfer from OBS to GBS

• Cycle count, Run Time, Limit Exceedances

– Automate Selected Power Checks

– Monitors Vibration

– Trends Engine Performance

Exceedance Monitoring Overview

• Exceedance Monitoring Function– Incorporates NATOPS/maintenance manual limits and

time-related thresholds

– Annunciated only if no other pilot indication is availableand Pilot Action is required

– Exceedance summaries available on OBS/GBS

• Changes from Present Practices– On-board Crew acknowledgement for certain exceedances

(Configurable)

– Crew review for all exceedances on GBS

– Automatic MAF request generation if required


29

Gill/Muldoon – 11

Ground Regimes

Low Speed Regimes

Descend

Climb

Straight & Level Flight

Hover

Banked Turn

Sideslip

Control Reversal

RegimesRegime Recognition/Usage Monitoring

Current Implementation

Flight Data (Raw File)& Events

PCMCIA Data Cartridge

Data Download

On-Board System(OBS)

Ground Based System(GBS)

•Data Smoothing•Regime Recognition

•Event Detection•Damage Calculation

•CRT Calculation

•Flight Profile•Usage Spectrum•Total Damage

•CRT

•Aircraft Configuration•Parts Templates•Parts Tracking

•Maintenance Actions

•Flight Events•Power Assurance Regimes

•Rotor Track & Balance Regimes•Drive Train Diagnostics Regimes

•Regime Sequence Report•Usage Spectrum Report

•Parts Usage Report

Data Archive

Regime Recognition/Usage Monitoring


30

Gill/Muldoon – 12

STRUCTURAL USAGE SPECTRUM

0.00000

2.00000

4.00000

6.00000

8.00000

10.00000

12.00000

14.00000

1 4 7 10 13 16 19 22 25 28 31 34 37 40 43 46 49

REGIME NO.

% T

IME

Series1 Series2

CH-53E FATIGUE DAMAGE CALCULATION

COMPONENT: MR SWASHPLATE ASSEMBLY SUBSTANIATING PARAMETER: G.W. RANGE: 33,752 - 69,750P/N: CURVE SHAPE C.G. RANGE: 336.2 - 362.1F R A C T U R E M O D E : WORKING ENDURANCE LIMIT (E8): R O T O R S P E E D : 95% - 105%

LOADING FREQUENCY (CPS): 2.9 VIRTUAL ENDURANCE LIMIT:

No. Regime Expected Actual Expected Actual A l low D a m a g e D a m a g e% T i m e % T i m e Cycles E6 Cycles E6 Cycle E6 Expected Actual

1 Taxi 0.95238 0.95238 0.0099 0.0099 inf2 Hover 4.88095 4.88095 0.0510 0.0510 inf3 Left Hover Turns 1.38095 1.38095 0.0144 0.0144 inf4 Right Hover Turns 1.38095 1.38095 0.0144 0.0144 inf5 Long. Rev. Hover 0.19048 0.19048 0.0020 0.0020 inf6 Lat. Rev. Hover 0.15476 0.15476 0.0016 0.0016 inf

7 Rud. Rev. Hover 0.15476 0.15476 0.0016 0.0016 inf8 Left Sideward Flight 0.29762 0.29762 0.0031 0.0031 inf9 Left Side Fl ight - Entry&Recovery 0.08333 0.08333 0.0009 0.0009 inf10 Right Sideward Flight 0.29762 0.29762 0.0031 0.0031 inf11 Right Side Flight - Entry&Recovery 0.08333 0.08333 0.0009 0.0009 inf12 Rearward Flight 0.29762 0.29762 0.0031 0.0031 inf13 Rearward Fl ight - Entry&Recovery 0.08333 0.08333 0.0009 0.0009 inf14 T:O. Power Cl imb 3.69048 3.69048 0.0385 0.0385 inf15 Max. Cont . Power Cl imb 11.07143 11.07143 0.1156 0.1156 inf16 Level Fl t @ 20% VH 0.77381 0.77381 0.0081 0.0081 inf

17 Level Fl t @ 40% VH 1.40476 1.44476 0.0147 0.0151 inf18 Level Fl t @ 50% VH 3.79762 3.79762 0.0396 0.0396 inf19 Level Fl t @ 60% VH 6.39286 6.39286 0.0667 0.0667 inf20 Level Fl t @ 70% VH 12.07143 12.47143 0.1260 0.1302 inf21 Level Fl t @ 80% VH 11.95238 11.85238 0.1248 0.1237 inf22 Level Fl t @ 90% VH 13.20238 13.20238 0.1378 0.1378 inf23 Level Fl t @ 100% VH 2.00000 2.00760 0.0209 0.0210 inf24 Long. Rev. Fwd. Flt . 0.13095 0.10000 0.0014 0.0010 27.08 5.05E-05 3.86E-0525 Lat. Rev. Fwd. Flt. 0.13095 0.10000 0.0014 0.0010 inf26 Rud. Rev. Fwd Flight 0.13095 0.13095 0.0014 0.0014 inf27 S ide S l ip 1.19048 1.19048 0.0124 0.0124 inf

28 15 AOB Lef t Turn @ 80% VH 1.61905 1.50000 0.0169 0.0157 89.66 1.89E-04 1.75E-0429 15 AOB LT @ 80% VH - E&R 0.27381 0.27381 0.0029 0.0029 89.66 3.19E-05 3.19E-0530 15 AOB R igh t Tu rn @ 80% VH 1.61905 1.61905 0.0169 0.0169 41.25 4.10E-04 4.10E-0431 15 AOB RT @ 80% VH - E&R 0.27381 0.27381 0.0029 0.0029 41.25 6.93E-05 6.93E-0532 15 AOB Lef t Turn @ VH 0.97619 0.97619 0.0102 0.0102 69.66 1.46E-04 1.46E-0433 1 5 A O B L T @ V H - E & R 0.17857 0.17857 0.0019 0.0019 69.66 2.68E-05 2.68E-0534 15 AOB R igh t Tu rn @ VH 0.97619 0.97619 0.0102 0.0102 41.25 2.47E-04 2.47E-0435 15 AOB RT @ VH - E&R 0.17857 0.17857 0.0019 0.0019 41.25 4.52E-05 4.52E-0536 45 AOB Lef t Turn @ VH 0.21429 0.20000 0.0022 0.0021 5.06 4.42E-04 4.13E-0437 4 5 A O B L T @ V H - E & R 0.07143 0.07143 0.0007 0.0007 5.06 1.47E-04 1.47E-04

38 45 AOB R igh t Tu rn @ VH 0.21429 0.20000 0.0022 0.0021 2.64 8.47E-04 7.91E-0439 45 AOB RT @ VH - E&R 0.07143 0.07143 0.0007 0.0007 2.64 2.82E-04 2.82E-0440 Dive 2.08333 2.00000 0.0217 0.0209 17.74 1.23E-03 1.18E-0341 Dive - E&R 0.22619 0.22619 0.0024 0.0024 17.74 1.33E-04 1.33E-0442 Auto. Entry 1.11905 1.11905 0.0117 0.0117 inf43 Auto. Steady 0.03571 0.03571 0.0004 0.0004 inf44 Auto. Recovery 0.03571 0.03571 0.0004 0.0004 inf45 Autorotaion Maneuvers 0.54763 0.54763 0.0057 0.0057 inf46 Symmetr ical Pul lout 0.40476 0.35000 0.0042 0.0037 1.29 3.28E-03 2.83E-0347 Partial Power Descent 8.58333 8.58333 0.0896 0.0896 inf

48 Par t ia l Power Descent -E&R 0.21429 0.21429 0.0022 0.0022 inf49 Take-Off 0.80952 0.80952 0.0085 0.0085 inf50 Approach 0.54762 0.54764 0.0057 0.0057 2.36 2.42E-03 2.42E-0351 Landing 0.54762 0.54762 0.0057 0.0057 inf

T O T A L 100.00000 100.00000

TOTAL EXPECTED DAMAGE: 0.00999CALCULATED RETIREMENT TIME: 10008 HRS (EXPECTED)

TOTAL ACTUAL DAMAGE: 0.00939CALCULATED RETIREMENT TIME: 10652 HRS (ACTUAL)

0 2 4 6 8 10 12 14

x 103

0

0.2

0.4

0.6

0.8

1

1.2

Flight Time (Hrs)

Tot

al D

amag

e

Component Retirement Time vs. Structural Damage Plot

Damage Limit

Expect

ed Usag

e

Actual

Usage

Man

ufa

ctu

reC

alcu

late

d R

etir

emen

t Tim

e

Ret

irem

ent T

ime

Bas

ed o

nA

ctua

l C

ompo

nent

Usa

ge

Today

Part Life Gained = 644 Hrs

ResultsRegime Recognition/Usage Monitoring

Regime Recognition/Usage Monitoring

A B C

D E F

G H I

J K L

GROSS WEIGHT

PRESSURE A

LTITUDE

Light Medium Heavy

Ground

≤ 3,000

≤ 6,000> > 3,000

≤ 10,000>> 6,000

Flight load data are taken on the ground, at three altitudes and at three weights

For example;•One set of regimes for each gross weight -altitude combination (total of 12 core sets).•Each core set can have the followingsubset options:

•level flight, climbs, turns,•partial power descents, autorotations,•steady heading sideslips,•pull-ups, etc.

•Time in each regime relates directly to flightloads used to decrement finite life.•Ambiguities resolved in conservative way -

• favor most damaging regime in question

Generic Approach

Each gross weight-altitude combinationmakes up one part of the core set


31

Gill/Muldoon – 13

Routine Aircrew GSS Interaction

• Aircrew Debrief• Acknowledge and

Comment• Interface to

NALCOMIS• Card

Initialization

Routine Aircrew Interaction

Vibration Signals

PPU

VPU

MPU

Analysis

Aircraft

Signals

Information

Management

Flight Data & Results

Select IMD System

•Power Checks

•RTB Checks

•Manual Data Capture

•Status Report

•Advisories (if desired)

Debrief reports

Maintenance Reports

Information Vice Data!!


32

Gill/Muldoon – 14

N A T O P S T 7 0 0 E n g i n e P e r f o r m a n c e

- 5 0

- 4 0

- 3 0

- 2 0

- 1 0

0

1 0

1 2 5 8 11

14

17

18

21

24

27

30

33

36

39

42

44

45

D a t e ( o r E n g i n e H o u r s )

HI

T D

el

ta

TO

T f

ro

m T

ab

le

0 . 8 5

0 . 8 6

0 . 8 7

0 . 8 8

0 . 8 9

0 . 9

0 . 9 1

0 . 9 2

0 . 9 3

0 . 9 4

0 . 9 5

0 . 9 6

0 . 9 7

0 . 9 8

0 . 9 9

1

TF

M V

al

ue

H i t P a s s

H I T B a s e l i n e

H I T L i m i t

S e t B a s e l i n e

H I T F a i l

T F M P a s s

T F M F a i l

1 s t H I T L i m i t

2 n d H I T L i m i t

1 s t H I T B a s e l i n e

2 n d H I T B a s e l i n e

E n g i n e W a s h

3 r d H I T B a s e l i n e

3 r d H I T L i m i t

Example of Routine MaintainerGSS Interaction

Routine Maintainer Interaction

NALCOMIS Maintenance Reports•Aircraft Daily Status Report•Work Center Work Load Report•Aircraft/Equipment Work Load Report

•Aircraft Phase Inspection Report•Aircraft Material Status Report•Outstanding Requisition -- Aircraft Material Status Report•Material Control Register Report•Inspections by TEC Report

•Scheduled Inspection Report•Phase Inspection MRC Report•Special/Conditional Inspection MRC Report

Rotor Track andBalance on CDU

Flight-lineTroubleshooting

Interactive ElectronicTechnical manuals

Data download

IMD Calculations•Regime recognition•Usage Algorithms•Diagnostics

Rotor track and balanceTroubleshootingInteractive DiagnosticsPower assurance reviewResults viewed on GUI windowDrill down to details


33

Gill/Muldoon – 15

IMD HUMS FLEET BENEFITS

• Open System Architecture - Scalable, Portable, & Upgradeable

• NALCOMIS Interface

• Maintenance Information Vice Engineering Data

• Improved ACFT Safety

• Improved Mishap Investigation - FDR/CVR

• Increased Availability & Reliability

• Reduction in Scheduled Maintenance

• Rapid Determination of ACFT Status

• Reduced O&S Costs

• Decreased MMH/FH

• Reduced Schedule Component Removal

• Component Life Based on Actual Mission Profile Data Vice Assumed

Fleet Implementation Issues(A Sample)

• Implementation planning– Installations / Training / Support / Incremental Implementation of Functions– Use of Fleet Advisory Committee

• Policy & procedure roadblocks - maintenance re-engineering– Total asset visibility during all levels of maintenance

• Logistics necessary for stage I & II– “O” to Contractor “D”– NALCOMIS Optimized OMA installations & Training– Publication updates….

• Anomaly adjudication process– i.e. diagnostic alarms when traditional indicators show no problem

• Supply for squadron IMD equipped aircraft• Human Factors Engineering - user interface assessments• Capturing benefits• Dealing with IMD & Non-IMD equipped acft in one squadron


34

Gill/Muldoon – 16

QUESTIONS


35

Horsley – 1

DSTO HUMS Workshop 16-17 February 1999

Aerospace Maintenance Development & Support -Airframe Section

ROYAL AIR FORCE

ROYAL AIR FORCE

Flight LieutenantDAVE HORSLEY

B Eng C Eng MIEE RAF

HUMS & GROUND SUPPORT SYSTEMS

TEAM LEADER



ROYAL AIR FORCE

The Royal Air Force


36

Horsley – 2



ROYAL AIR FORCE

ENGINEERING CV

B Eng (Hons) Electrical Systems

Tornado 2nd line

Chinook 1st line

Engines 3rd line

HUMS & GSS



ROYAL AIR FORCE

SCOPE

• LOGISTICS SUPPORT SERVICES

• EXPECTATIONS

• PROJECTS

• INTRODUCTION STRATEGY


37

Horsley – 3



ROYAL AIR FORCE

LOGISTICS SUPPORTSERVICES

StructuralIntegrity

Avionics Test Schedules

Structures HUMS & GSS Components

Airframes Propulsion Weapons & GSE

AerospaceEngineering

AerospaceProjects

Aerospace MaintenanceDevelopment &

Support



ROYAL AIR FORCE

Communications Information Systems


Aerospace Maintenance

Development & Support

InformationDataManagement

LogisticsComputerCentre

LSS aimsto enhance UK defence

capability


38

Horsley – 4



ROYAL AIR FORCE

HUMS & GSS TEAM

MISSION

TO ASSIST IN THE EFFICIENT & EFFECTIVEINTRODUCTION TO THE RAF OF HUMS & GROUND

SUPPORT SYSTEMS THAT IMPROVEMAINTENANCE DATA COLLECTION & REDUCE

MAINTENANCE COSTS, THUS IMPROVINGAIRWORTHINESS & MINIMISING THE COST OF

OWNERSHIP



ROYAL AIR FORCE


StructuralIntegrity

Avionics Test Schedules

Structures HUMS & GSS Components

Airframes Propulsion Weapons & GSE

AerospaceEngineering

AerospaceProjects

Aerospace MaintenanceDevelopment &

Support


39

Horsley – 5



ROYAL AIR FORCE

RAF HUMS PROJECTS

GHUMS

OEM HUMS



ROYAL AIR FORCE

EXPECTATIONS

AIRWORTHINESS

COST OF OWNERSHIP


40

Horsley – 6



ROYAL AIR FORCE

INTRODUCTIONSTRATEGY

• AIRWORTHINESS

• DATA HANDLING

• OBSOLESENCE

• OEM ACCREDITATION



ROYAL AIR FORCE

RAF HUMS PROJECTS


41

Horsley – 7



ROYAL AIR FORCE

AIRWORTHINESS

• INSTALLATION IS ENDORSED

• NOT FLIGHT SAFETY CRITICAL

CONFIDENCE• ALERT CREWS IN-FLIGHT?

• REPAIR OR FLY?



ROYAL AIR FORCE

AIRWORTHINESS


42

Horsley – 8



ROYAL AIR FORCE

AIRWORTHINESS

GROUND SUPPORT SYSTEM



ROYAL AIR FORCE

AIRWORTHINESS

Incident contained Incident

compounded

‘TO DISPLAY OR NOT DISPLAY?’


43

Horsley – 9



ROYAL AIR FORCE

DATA HANDLING



ROYAL AIR FORCE

AIRWORTHINESS

IN-FLIGHT ALERTS SUPPRESSED

PROCESSED DATA ADVISORY


44

Horsley – 10



ROYAL AIR FORCE

DATA HANDLING

FunctionsFrontLine

QUICKANSWERS

FLEET TRENDSDATA CUSTODIANS

Health &Usage Cell

DEVELOP NEW TOOLSMONITOR HUMS EFFICACY

3rdLevel



ROYAL AIR FORCE

DATA HANDLING

LOTS OF DATA

LOTS OF INFORMATION≠≠


45

Horsley – 11



ROYAL AIR FORCE

OBSOLESCENCE



ROYAL AIR FORCE

DATA HANDLING

DEPLOYMENTLAN

WANHUC

SQN 2SQN 1

3RD LEVEL


46

Horsley – 12



ROYAL AIR FORCE

Tec

hnol

ogy

leve

l

Time

FreeGrowth

BaseLine

TAMING OBSOLESENCE

RAF RISK

PROJECT RISK



ROYAL AIR FORCE

OBSOLESCENCE

Aircraft

> 30 Years

Aircraft

Hardware

< 5 YearsSoftware

<< 18 Months


47

Horsley – 13



ROYAL AIR FORCE

OEM ACCREDITATION

OEM

SYSTEM UPGRADES



ROYAL AIR FORCE

OEMACCREDITATION


48

Horsley - 14



ROYAL AIR FORCE

SUMMARY



ROYAL AIR FORCE

OEM ACCREDITATION

OEMs


49

Horsley – 15



ROYAL AIR FORCE

HUMS AND GSS TEAM

Questions?



ROYAL AIR FORCE

SUMMARY

• HUMS IS COMING

• BENEFITS AND LIMITATIONS

• KEY IS DATA HANDLING

• HARNESS OBSOLESCENCE

• PARTNERSHIPS REQUIRED


50

Horsley - 16



ROYAL AIR FORCE

The Royal Air Force


51

Lubrano/Feraud – 1

EUROCOPTER HUMS

• Safety and Confidencescope

• HUMS designprinciples

• HUMS moduleconfiguration

• End user’s needs

• Eurocopter experience

• Safety &Costs benefits

EUROCOPTER H.U.M.S

The Helicopter Manufacturercommitments


52


HUMS DESIGN PRINCIPLES (1)

• Many possible simple functions– Ex: Usage, Health (Vibration airframe+Eng.), RT&B

• Equipement status– Airborne Kit– Ground station computer (Flight Report /

Maintenance reports)– Ground support equipment (System

maintenance)

SAFETY & CONFIDENCE SCOPE


53


HUMS MODULE CONFIGURATION (1)

• Module 1: Usage Functions– Basic a/c parameters

• Flight hours counting

• Cycle counting

• Exceedance of limitation

• Power assurance check

• CD rom documentation link (Work cards / MSR)

HUMS DESIGN PRINCIPLES (2)

• System Approach

• Early integration analysis

• Specifications to be done for each function related to HW& SW

• Modular concept design

• Module development


54



• Module 4: Transmissions(Health )– Drive Shafts (Unbalance / Bearings)

– Gearboxes

– Link with CD rom documentation

• CV/FDR Module– Existing sensors

– Additional equipment


• Module 2: Engine vibration health– An important part of the H/C

• è Engine manufacturer approval

– PAC in accordance with MM of the Engine Supplier

– Functions developed in accordance with the engineManufacturer experience & its design criteria

• Module 3: H/C Vibrations– Vibration Status of H/C and its monitored components

– On board Rotors Track & Balance

– Link with CD rom documentation


55


END USER ’S NEEDS (2)

• User ’s Environment

• Air & Ground manpower

• Airworthiness organization

• Maintenance facilities (level/PBH)

• Computerized stores & spares management

• Mission preparation systems/fleet management

• Communication network

• Computer policy

END USER’S NEEDS (1)

• Basic EC customization

– 7000 flying helicopters for more than 1500 customers

– ì 1500 different customized configurations

– Yearly flying rate: 2 000 000 hours

• Actual & contractual Use of the Helicopter

– Civil / Military

– Airworthiness & Operational regulations

• FAA, JAA, CAA, DGAC, OffShore

– Specific flight envelope & profile (ex: Logging)

– Yearly Rate


56


END USER’S NEEDS (4)

• HUMS Support

• Controlled service introduction and assistance (HUMS inrelation with all a/c aspects)

• Technical assistance (on the job or on call basis)

• Optimum spares avalaibility

• HW & SW cots obsolescence survey

• Continous operational conditions

• Easy & reliable upgrades

• Customized support contract

• Annual user ’s conference

END USER ’S NEEDS (3)

• HUMS Documentation• Part of the helicopter documentation

• HUMS basic complement and enhanced user guide forefficient trouble shouting.

• Available in paper or electronic format.

• HUMS Training• On line maintenance

• GSC&GSE operator

• HUMS administrator


57


EUROCOPTER EXPERIENCE (2)

• Safety Enhancement & Cost reduction

– You get « both » with HUMS

– Cost benefit must be calculated with accurateassumptions

– A certified helicopter is safe

• èIt is safer with HUMS


• Early involvement in design & support

• Super Puma & Cougar:• 80 systems fitted

• Over 100,000 hours flown

• Upgrades in continuous progress

• Available products for all EC helicoptersversion


58



• Former difficulties– HUMS understanding

– False Alarm rate

– Usage data provides “more accuracy”

– Hardware reliability

– Software configuration management

• Current Status– HUMS is running stable

– Defect reports are managed through our Support centers

– Improvement of H/C work cards (Troubleshooting+Maint.)

– Safety cases have proven HUMS added value


• COOPERATION• H/C manufacturer / Equipment vendor / Users have to win

together

• These 3 actors will be actively pushed forward byairworthiness authorities (JAA-CAA), and by newoperational requirements.

• Each party has an added value to be identified in ordermake sure that the job is not done twice.


59


SAFETY & COST BENEFITS (1)

• Detected fault cases

• MGB gear failure

• Tail rotor fitting crack

• Engine / MGB drive shaft unbalance

• MGB bearing advanced wear

• Maintenance error on tail drive shaft

• èè Safety has been increased


• HUMS Community– Annual EuroHUMS Conference

– Working group has defined field of benefits

– CAA HUMS task force

– Insurance companies briefing by EC periodically

• EC HUMS support centers– Specific services have been put in place

• Hot line, On job training, Tech assist 24h

– Networks (EC/ End Users - Base to Base)


60



• Use of HUMS Database

• Being updated every day

• Pilots & Mechanics behavior and turnover

• H/C historical exceedance data ( a/c and LRU)


• Former accident status– Accident origins are approximately:

• Pilots: 80%

• Maintenance: 15%

• Tech. Issues: 5%

• Each field of accident has the possibility to bereduced by the use of HUMS.


61


Conclusion

• Since 1993, Eurocopter has tried to offer the bestalternative to its customers based on their growingoperational requirements

• We have taken into account all economical and technicalaspects related to the products offered to our customers. Sofar, the ROI has been confirmed by users as follow:

• Heavy helicopters• Civil: 4 to 5 years / Military: 7 to 10 years

• Medium/Light Helicopters• Civil: Less than 3 years / Military: 3 to 5 years.

SAFETY AND COST BENEFITS (4)

• Achieved Cost Reduction

• Technical Flight reduction

• Ground tests reduction

• Lighter scheduled inspection

• Better vibration status of the Helicopters

• Crew / Passengers / Equipments

• Customized maintenance for limitation exceedence

• î Cost of overhaul for monitored components

• TBO extension

• î Unscheduled maintenance by 20%


62


63

Rebbechi – 1

Machine Dynamics Tasks

Task Title Task Manager

DST98/164 Advanced Transmission Diagnostics§ Algorithm development§ Psycho-acoustics (ISVR)§ Bearing fault detection (COE)§ Smart bearing§ Acoustic detection (Melb Uni)

Albert Wong

AIR97/090 Propulsion System Vibration Analysis – RAAF§ AMAD§ TF30

Brian Rebbechi

NAV98/094 Vibration Monitoring of Navy Helicopters§ Hardwiring of Seahawk and Sea King fleets

David Blunt

NAV98/267 Active Vibration Control of Propulsion Systems§ Concept demonstrator

Brian Rebbechi

COM98/245 Eurocopter Seeded Fault Analyses – Commercial§ Consultancy

Albert Wong

MACHINE DYNAMICS

Brian Rebbechi and Albert Wong

AMRL

Helicopter HUMS Workshop

AMRL Fishermens Bend Melbourne, Australia

16th - 17th February 1999


64

Rebbechi – 2

AD- Hoc Investigations

F/A-18 AMAD Gearbox

T56 Turbine Blades

NAV(active

control)

AIR (AMAD, TF30, T56)

DST

ECF

NAV(Seahawk,

Sea King)

acoustictechniquesMelb Uni

TF30model

Non-linearrotordynamics model

COE

Advanced bearingdiagnostic methods

COE


65

Rebbechi – 3

Initial Assessment of Problem

RUN UP - A/C 116 LHS AMAD

0.00

1.00

2.00

3.00

4.00

5.00

6.00

168 184 200 216 232 248 264 280

Frequency (Hz)

Velocity (in/s)

ACC #2 - circumf

2 3 / 0 2 / 9 4

1. Very high vibration levels, largely as a result of unblanacedue to shaft clearances and proximity of drivetrain to critical speed

2. Alleviation of problem by assessing all aircraft, anddeveloping a procedure to reduce vibration by shaft rotation

F/A- 18 AMAD GEARBOX

1. Failures of the input bearing have resulted in two in-flight fires.

2. The second fire caused substantial airframe damagewhich required overeatsrepair.


66

Rebbechi – 4

F/A 18 AMAD Gearbox Test Rig

Design changes introduced fromJune 2000 to June 2002 (Biggerinput bearing)

AIM: To fail bearing underservice conditions. ~500lbf radialunbalance load applied.

Test data from rig will complement existing vibrationmonitoring of the fleet.

Gearbox vibration, bearing cage speed and weardebris are monitored.

Dynamic Load Measurement

Dynamic bearing load measurement using strain gages confirmed estimates of high bearing load. Measured values in excess of 500 lbf (Design 130 lbf)which will have life of less than 400 hrs at 100% power


67

Rebbechi – 5

T56-A-7B Turbine Blades

Frequency screening of new blades

Cantilever

1

23

4

5

67

8

9

10

11A

12

1314

15

16

17

1819

20

21

22

2324

2526

2728

2930

31

32

33

3435

36

37

38

39

40

41

4243

44

45

46

47A

48A

4950

51

5253

545556

57

58

59

60

61

62

63

64

6566

67

68

69

70

71

72

73

74

75

7677

78

79

80

81

8283

84

8586

8788

89

90

91

92

9394

95

9697

98

99

100

101

102

103

104

105

106

1600

1650

1700

1750

1800

1850

1900

1950

2000

0 20 40 60 80 100 120

Blade Number

Freq

uenc

y [H

z]

7th Order Frequency (1612 Hz)

T56-A-7B Turbine Blades

Investigating possible

natural frequency

excitation leading to

failure

Frequency screening of

new blades

QANTAS will take over

screening


68

Rebbechi – 6

Ruggedised Portable PC System

Fieldworks FW7500 PC (75MHz

486)

Custom built signal

conditioning card

(6 accelerometer +

2 tacho channels)

Anti-aliasing filter card

A-to-D converter card

Connector interface

RAN Hard Wiring for Sea King and Seahawk

Chadwick - Helmuth Track and Balance

AMRL diagnostics of main, intermediate and Tailrotor


69

Rebbechi – 7

TF30 Vibration analysis systemMulti channel dataacquisition

– realises $200k fuelsaving per year

Advanced Diagnostics

– Nyquist and bodeusing engine tachos

– Cascade analysis

RAAF Aircraft Diagnostics


70

Rebbechi – 8

5570 Post Balance Comparison

0

0.5

1

1.5

2

2.5

60 70 80 90 1 0 0 1 1 0 1 2 0 1 3 0 1 4 0 1 5 0 1 6 0

N1 Shaft Speed (Hz)

Mil

(pk-

pk)

MeasuredMod:err=0.67, F=1.1, T=0.8, PH=40, B1K5E5

Rotor-dynamic modelling

– From a measured run-up curve give prediction of unbalancedistribution and structural fault degradation

– Uses Finite Element mathematical model of TF30 andoptimisation algorithm

3D finite element modelHave constructed 3D FE rotordynamics model

Used to simulate structural faults and refine fault predictions


71

Rebbechi – 9

Helicopter Transmission Test Facility

Background R&D


72

Rebbechi – 10

SMART BEARINGS

PVDF Piezoelectric film

(between bearing outer

race and housing)

senses vibration

Will ultimately trigger

alarm once vibration

amplitude exceeds

threshold

Planet Separation Techniques


73

Rebbechi – 11

Tooth Crack

Time Signal of Synchronous Average

Accelerometer Microphone

Angular PositionAngular Position

Sig

nal

Ave

rage


74

Rebbechi – 12

Future Directions

Primary role is to Support ADF

R&D Development of diagnostic techniques

International collaboration USN, UK

Kurtosis vs run time


75

Rosinski – 1

Self-funding research, development and design groupin the field of mechanical power transmission, workingfor industry and government.

Founded: 1970Staffing: 19 full time staff: 10 Engineers, 7

Technicians, 2 Secretaries.

ORGANISATION & FACILITIES

J. RosinskiDesign UnitGear Technology CentreNewcastle University (UK)

Gear Noise and Vibration Research atNational Gear Technology Centre


76

Rosinski – 2

•Gear Noise and Vibration Laboratory with 8 MW backto back test facility.•Gearbox Test Laboratory for parallel axis and wormgearboxes.•Gear Fatigue Test Laboratory with 8 test back-to-backrigs of 75mm and 160 mm centres and up to 1.6MWpower. Metallurgical & Materials Laboratoriesincluding facilities for X-ray diffraction, atomic forcemicroscopy etc.•National Gear Metrology Laboratory - the UK nationalstandards laboratory for gear metrology.

LABORATORIES

Well equipped mechanical and electronics workshopsfor the manufacture of test rigs and instrumentation.

WORKSHOPS


77

Rosinski – 3

The Design Unit has experience of design, analysis andtroubleshooting in mechanical transmission systemsfor:

•marine propulsion, including naval gearboxes•industrial drives including mining, quarrying, steelplant and chemical plant applications•rail traction drives, AC and DC, EMU's, locomotivesand light rail•automotive gearboxes for cars, off-road vehicles,buses, HGV's and heavy quarry equipment•control and servo drives for machine tools, printingmachinery and materials handling.

AREAS OF WORK

•Gear, gearbox and transmission system design anddevelopment, particularly for low noise and high strength•Gears system dynamic analysis (experimental andtheoretical)•Special measurement and data analysis systems formechanical drives•Gear material surface and bending fatigue strength,metallurgy and heat treatment•Gear noise and vibration measurement and analysis•Gear manufacture and metrology•Gear Stress analysis including full 3-D FE based elasticmesh analysis•Failure investigation and analysis and on-site load, stressand vibration analysis of mechanical systems

EXPERTISE


78

Rosinski – 4

A dedicated team of engineers provide rapid on-sitetechnical assistance in solving industrial problems.Work is typically undertaken not only in the UK butanywhere in the World.

SERVICE FOR INDUSTRY

The Design Unit is engaged in fundamental research inthe following areas of gear technology:

•gear stress analysis•gear noise and vibration•gear material fatigue strength enhancement•gear system dynamics•gear grinding•gear metrology

RESEARCH


79

Rosinski – 5


80

Rosinski – 6


81

Rosinski – 7

•Telemetry Systems•Miniature Slip Ring Instrumentation•Unattended Data Loggers•Electronic Gear Alignment Instrumentation•Portable Gear Inspection Instruments•Miniature Strain Gauge Amplifiers•Dedicated Computer Based DSP - Built Inside GearElements

SPECIAL INSTRUMENTATION


82

Rosinski – 8


83

Rosinski – 9


84

Rosinski – 10


85

Rosinski – 11


86

Rosinski – 12


87

Rosinski – 13

IN - SERVICE GEAR ALIGNMENT


88

Rosinski – 14


89

Rosinski – 15

GEAR DYNAMICS


90

Rosinski – 16

TROUBLESHOOTINGTRANSMISSION SYSTEMS


91

Rosinski – 17


92

Rosinski – 18


93

Rosinski – 19


94

Rosinski – 20


95

Rosinski – 21

3-D GEAR MODELLING


96

Rosinski – 22


97

McVea – 1

Airframes and Engines Division

D E P A R T M E N T O F D E F E N C E

u

DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION

Current operational mode of Electric ChipDetectors (ECDs) for Helicopter IGB

• ECD Warning Light activates in cockpit

• Land, check and remove material from ECD

• Replace ECD, ground run 1 hour

• If there is an increased amount of metal particles

Gearbox is removed and sent to OEM for overhaul



u



D E P A R T M E N T O F D E F E N C Eu


RESEARCH INTO SENSITIVITY OF ELECTRICCHIP DETECTORS (ECDs), AS INSTALLED IN

ADF BLACK HAWK HELICOPTERS

SPLASH LUBRICATED ENVIRONMENT IN ANINTERMEDIATE GEARBOX

Presenter:

Grier McVea

“A NON-PLANAR BRIDGE”


98

McVea - 2



u





2 mmGAP

RADIAL ELECTRIC CHIP DETECTOR IN IGB

Wear debris is distributed across the gap, to close the electricbridge and activate the cockpit light

Magnetic area forcollection of weardebris



u





Black Hawk Intermediate Gearbox RigWork described here was done, using a Black Hawk IGBcoupled to an electric motor and operated at the samespeed (rpm) as in the helicopter.


99

McVea – 3



u


2mm

IRON PARTICLES USED FOR SEEDING IGB



u


Debris shownwas still in theIGB oil, after15 flushes withnew filteredclean oil.

Splash lubricated gearboxes are highlycontaminated with debris (difficult to remove)


100

McVea - 4



u





Gearbox component failure was finally recorded when the oilsystem was over-dosed with huge quantities (250mg/L) ofsimulated wear debris (iron filings).

Bridge was made with a non-planar arrangement of debris



u





ECD magnetic chip collectionsin the running IGB rig, with NOwarning light activation.

Indicates very low sensitivityof the radial ECD.

1 hour, 30 mg/L 2 hours, 60 mg/L

3 hour, 120 mg/L


101

McVea – 5



u


Iron particledeposits directlybelow ECD position

PARTICLE SETTLING INSIDE IGB SUMP

Sump floor



u


ECD particle collection adjacent to radial gap

gap

Metal deposits on magnet not contributing to bridging


102

McVea - 6



u


Planned further Black Hawk IGB Work

To study effects on ECD captureefficiencies with

• increased oil temperatures

• introduced vibration



u





Current operational mode of Radial ElectricChip Detectors (ECDs) for IGB Health

Conclusion:

• Current Radial ECDs located in IGBs appearto be very insensitive to wear debris accumulation within the gearbox

• Stronger magnets would provide earlier warning


103

Botes - 1


104

Botes - 2


105

Botes - 3


106

Botes - 4


107

Botes - 5


108

Botes - 6


109

Botes - 7


110

Botes - 8


111

Botes - 9


112

Botes - 10


113

Botes - 11


114

Botes - 12


115

Parmington – 1



u


LUBRICATION OIL DEBRIS MONITORING PROGRAM AT AMRL

OBJECTIVE OF THE PROGRAM

• Enhance AMRL’s understanding of the operation and

performance of existing and new generation oil debris

monitors,

IN ORDER TO

• better position AMRL to provide advice to the Australian

Defence Force on the performance of monitors used on

existing aircraft and of new generation monitors that are

becoming available.



u


LUBRICATION OIL DEBRISMONITORING PROGRAM AT AMRL

Presenter

Ben Parmington


116

Parmington - 2



u



Output from GasTOPS inductive monitor

Courtesy of Aerospace Engineering



u



Tedeco Tedeco GasTOPSstandard magnetic plug electric chip detector inductive type

Types of Oil Debris Monitors

Courtesy of Aerospace Engineering


117

Parmington – 3



u



WHAT WE WANT TO KNOW

• REGISTRATION EFFICIENCY = number particles registered versus number of particles passed

• STATISTICAL DISTRIBUTION OF THE REGISTRATION EFFICIENCY for range of particle sizes

at different oil temperaturesat different oil flow rates

• RESPONSE OF THE SENSOR TO DISTRIBUTION OF WEARPARTICLES IN THE FLOW

particles widely dispersedcloud of particles densely packed

• PERFORMANCE OF SENSOR AS AN EARLY WARNING MONITORINGDEVICE

• ELECTRONIC INTEGRITY AT ELEVATED TEMPERATURES



u



Manufacturers/Developers of Advanced Inductive type In-line oilDebris monitors

GasTops Ltd of Canada: Full flow monitor capable of detectingMagnetic and non Magnetic metal particles

Tedeco US: Full flow monitor detects only magneticparticles

Thompson Power UK : Full flow monitor detects only magneticparticles

Smiths Industries UK: Detects both magnetic and non magneticmetallic particles

Wells Krautkamer/ Detects both magnetic and Manor Technology: non magnetic metallic particles.


118

Parmington - 4



u



SCHEMATIC OF OF OIL DEBRIS MONITORING TEST RIG

20 kW ELECTRIC HEATER

3 MICRON FILTER

20 MICRON SCREEN

SEEDING INJECTOR

CIRCULATING PUMPS

OIL DEBRIS MONITOR

FLOW METER

OIL TANK



u



WHAT IS REQUIRED OF THE RIG

• HEATING CAPABILITY OF OIL TO 200 DEGREES CENTIGRADE

• VARIABLE OIL TEMPERATURE CONTROL

• VARIABLE OIL FLOW RATE UP TO 100 L PER MINUTE

• AUTOMATED SEQUENTIAL INJECTION OF WEAR DEBRIS

• REMOTE OPERATION OF THE RIG

• WEAR DEBRIS RECOVERY FOR EVALUATION OF REGISTRATIONEFFICIENCY

• PROVISION OF AERATION OF THE OIL


119

Parmington – 5



u



INJECTOR MANIFOLD



u




120

Parmington - 6



u



Rig for GeneratingBearing DebrisMaterial



u



Wet sump gearbox

• Rig capable of duplicating oil churning

rates

Cannot duplicate the effect of:

• Power input

• Gearbox running temperatures

• Gearbox vibration

S-70A-9 BLACK HAWK INTERMEDIATE GEARBOX RIG


121

Parmington – 7



u



ANY QUESTIONS ?



u



STATUS

• Tests on the Black Hawk (S-70A-9 ) Main Rotor Gearbox sensor and

GasTOPS MetalSCAN ready to start within the next fortnight.


122


123

David White (Extra Slides) - 1

United States Coast GuardHH-60J STRUCTURAL USAGEMONITORING EVALUATION

February 17, 1999

TEAM HAWK MEETING

Helicopter Usage MonitoringUsing the MaxLife SystemDSTO Helicopter HUMS Workshop -- February 1999

Aerostructures, Inc.


124

David White (Extra Slides) - 2

0

2 0 0 04 0 0 0

6 0 0 0

8 0 0 01 0 0 0 0

1 2 0 0 0

1 4 0 0 0

1 6 0 0 01 8 0 0 0

2 0 0 0 0

F w d S e r v o

B e l l c r a n k

R t T i e R o d

S u p t A s s y

M a i n R o t o r

B l a d e A s s y

M a i n R o t o r

H u b S u b

Assy

Fat

igu

e L

ife

Hou

rs

D e s i g n

6 0 0 1

6 0 0 7

6 0 1 4

A v e r a g e

Design & Individual Aircraft Component Fatigue Life(Based on Limited HH-60J Actual Usage Data)

ComponentPredicted LifeTruncated at

20000 hrs

0.0

0.5

1.0

1.5

2.0

2.5

3.0

3.5

4.0

4.5

5.0

3 5 - 5 0 d e g

A O B T u r n s

2 5 - 3 5 d e g

A B T u r n s

P u l l u p s D i v e N o r m a l

D e s c e n t

F l i g h t R e g i m e s

% T

ime

in R

egim

e

D e s i g n

6 0 0 1

6 0 0 7

6 0 1 4

A v e r a g e

Variability in HH-60J Maneuvers

Based upon limited, preliminary USCG HH-60J Data.


125

Frith – 1

OUTLINE

• DSTO gas path condition assessment activities

• HUMS related T700 engine activities

• Power Performance Index (PPI)

• T700 model based power check

• T700 MATLAB-Simulink twin engine model

• Summary

Engine Gas Path Condition Assessment

by

Dr Peter Frith

Helicopter HUMS Workshop

Head, Engine PerformanceAirframes and Engines DivisionAeronautical & Maritime Research LaboratoryTel: 61 3 9626 7695Fax: 61 3 9626 7083E-mail: [email protected]

Melbourne, Australia

February 16-17, 1999


126

Frith - 2

Main Technical Activities

• Facilitate implementation of automated engine diagnostic, test acceptance and data acquisition systems

• Acquire and classify engine data into fault-signature data-bases

• Develop and validate advanced adaptive component basedthermodynamic engine models

• Investigate and develop the use of neural and fuzzy logic techniques to identify fault signatures against the observed measurement and model uncertainty

Major Gas Path Condition Assessment Projects

• TF30 engines in F111• Engine Diagnostic and Acceptance System (EDAS)

( for engine test cells )• Interactive Fault Diagnosis Isolation System (IFDIS)

( for flight line troubleshooting )

• F404 engines in F/A-18• Automated Diagnostic and Acceptance Test System (ADATS)

( for engine test cells )

• T700 engines in Black Hawk, Seahawk and Seasprite• Model-based power check

( for future HUMS )• Model-based diagnostics

( for future HUMS )


127

Frith – 3

HUMS Related T700 Engine activities.

• On-going assessment of current HIT and power checks

• Assessment of Power Performance Index (PPI) for US Navy HIDS ( a TTCP AER-TP-7 collaborative activity )

• Development of model-based power check ( a TTCP AER-TP-7 collaborative activity )

• Development of MATLAB-Simulink twin engine model

• Development of model-based diagnostics

ADF Helicopters with T700 turboshaft engines

Black Hawk SeaspriteSeahawk

T700


128

Frith - 4

New PPI in HIDS SH-60 HUMS

50 60 70 80 90 100 110

-40

-20

0

20

40 0

20

40

60

80

GE

PP

I (C

)

OA

T (C)

0

15 25 35 45

Torque (%)

55 65 75

50 60 70 80 90 100 110

-40

-20

0

20

40 0

20

40

60

80

New

PP

I (C

)

OA

T (C)

0

15 25 35 45

Torque (%)

55 65 75

PPI MARGINS AT 2000 FEET FOR T700-401C CYCLE DATA

Sensitive to OAT correction

Assessment of GE Power Performance Index (PPI)

• PPI uses a simple TGT versus TQ reference curve• represents minimum acceptable performance

RESULTS• Restricted to sea- level and low to medium power levels

• Developed new version applicable to 14000 feet

• Established best capture window• endurance / range cruise• 12 second window

Produces useful end of flight condition indicator


129

Frith – 5

Single Engine Open-Loop Degradation Model

FIDELITY vs SIMPLICITY

COMPONENT EFFECTS:Intake

Scavenge/Anti-ice/Starting BleedsCompressor

Compressor/Customer Bleeds

CombustorGas Generator Turbine

Power Turbine

ExhaustTWO PARTS:Engine to Engine Variations

Component Degradation

Fidelity of T700 Degradation model is okay for Power Check

T700 Model-Based Power Check

Aim: to predict the power available from twin engine helicopter installations when the two engines operate with varying levels of component degradation ( i.e. significantly different to specification performance )

Roles: Maintenance - Engine Removal

Operational - Mission Planning

Model : Based on NASA T700 dynamic model (Fortran)

Developed open-loop single engine degradation version

Validated against specification and test data

Results: Good match to specification and US Navy test data across power range

Dual engine power can be generated from steady-state single engine results

Provides Dual Engine Power Check and Mission Planning Capability


130

Frith - 6

Maximum Power Available - Two Engine{4000 ft and 35C}

50 60 70 80 90 100 110 120 130650

700

750

800

850

900

950

CONTINUOUS

IRPMAXIMUM

CONTINGENCY

DUAL TQLIMIT

SINGLE TQLIMIT

EXTREME

AVERAGE

SPECIFICATION

ENGINE TORQUE (%)TUR

BIN

E G

AS

TE

MP

ER

ATU

RE

(C)

15 16 17 18 19 20 21 22HOVER OGE (*1000LB)

Developing version to be run in Excel

Data-Bases for Model ValidationOEM Models: GE T700 Specification Models

• - 701A, - 401, - 401C

Operational : AUS Army Manual HIT and Power Checks

TTCP: US Navy HIDS Patuxent Flight Trials US Navy Trenton Test Cell Data

• - 700, - 401, - 401C• fleet rejected engines

Overhaul: Pacific Turbine Test Cell Data• - 701A modules and engines• pre and post maintenance tests

Future: Fault implant test program• - 701A engine available

Benefit from Fault Implant Test Program


131

Frith – 7

Aim: to develop enhanced T700 modelling tool

• true twin engine transient model

• readily interfaced with modern software tools

Simulink: improvement over Fortran model / interactive simulation visual display of engine model / construct by ‘drag-an drop interface with signal processing, fuzzy logic, real-time workshop toolboxes

New Capabilities: diagnosis from transient flight data engine related accident investigations

retrofitting FADEC

What next? Validate against HIDS SH-60 flight test data

MATLAB - Simulink Twin Engine Model

Okay for what-if studies - further validation for diagnostics

Effect of Varying Gas Generator Turbine Degradation

1 2 3 4 0

- 1

- 2

- 3

- 4

5

- 5

20

40

60

80

100

% increase in Gas Generator Turbine characteristic mass flow

% d

ec

rea

se

in

Ga

s G

en

era

tor

Tu

rbin

e e

ffic

ien

cy

Use to Relate HIT values to Power Check

Increase in TGT (C)values for HIT checkat 60% Torque.

Engine Runs Hotter


132

Frith - 8

Title Interface

…and Degradation Interface

T700 Twin Engine Installation


133

Frith – 9

Display of themodel


134

Frith – 10

Torque (% of max design)vs Time (s)

Torque Demand

Torque (Engine 1)

Torque (Engine 2)

100

0 2540

Engine Speeds (%) vs Time (s)

Power Turbine Speed (Both Engines)

Gas Generator Speed (Engine 1)


0 2592

102

Compressor Blockage 3% (E2)

Cold End Degradation (E2)


135

Frith – 11

• Power Performance Indicator provides extended HIT check• end of flight condition indicator - trendable

• Power Check requires model-based approach

• Developed T700 component degradation model• validated against specification and test data• provides dual engine power check / mission planning capability

• Developed enhanced T700 modelling capability - Simulink model• true twin engine transient model

• Currently developing a model-based diagnostic capability

Summary

Torque (% of max design)vs Time (s)

Torque Demand

Torque (Engine 1)

Torque (Engine 2)

100

0 4040

Engine Speeds (%) vs Time (s)

Power Turbine Speed (Both Engines)



0 4088

102

Hot End Degradation (E1)

Torque Split

130


136

DISTRIBUTION LIST

Workshop on Helicopter Health and UsageMonitoring Systems, Melbourne, Australia,

February 1999 - Part 2.


AUSTRALIA

DEFENCE ORGANISATION

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2. TITLE

Workshop on Helicopter Health and Usage Monitoring Systems,Melbourne, Australia, February 1999 - Part 2.

3. SECURITY CLASSIFICATION (FOR UNCLASSIFIED REPORTSTHAT ARE LIMITED RELEASE USE (L) NEXT TO DOCUMENTCLASSIFICATION)

Document Title Abstract

4. AUTHOR(S)


5. CORPORATE AUTHOR

Aeronautical and Maritime Research LaboratoryPO Box 4331Melbourne Vic 3001 Australia

6a. DSTO NUMBERDSTO-GD-0197 (Part 2)

6b. AR NUMBERAR-010-839

6c. TYPE OF REPORTGeneral Document

7. DOCUMENT DATEMarch 1999

8. FILE NUMBERM2/997

9. TASK NUMBERARM96/082

10. TASK SPONSORSO1 LOG ASG

11. NO. OF PAGES144

12. NO. OFREFERENCES

13. DOWNGRADING/DELIMITING INSTRUCTIONS

14. RELEASE AUTHORITY

Chief, Airframes and Engines Division

15. SECONDARY RELEASE STATEMENT OF THIS DOCUMENT

Approved for public release

OVERSEAS ENQUIRIES OUTSIDE STATED LIMITATIONS SHOULD BE REFERRED THROUGH DOCUMENT EXCHANGE CENTRE, DIS NETWORK OFFICE,DEPT OF DEFENCE, CAMPBELL PARK OFFICES, CANBERRA ACT 2600

16. DELIBERATE ANNOUNCEMENT

No Limitations

17. CASUAL ANNOUNCEMENT Yes18. DEFTEST DESCRIPTORS

Health and Usage Monitoring Systems, Helicopter Maintenance, Airworthiness, Condition Monitoring

19. ABSTRACT

Over the last 10 years, helicopter Health and Usage Monitoring Systems (HUMS) have moved from theresearch environment to being viable systems for fitment to civil and military helicopters. In the civilenvironment, the situation has reached the point where it has become a mandatory requirement for someclasses of helicopters to have HUMS fitted. Military operators have lagged their civil counterparts inimplementing HUMS, but that situation appears set to change with a rapid increase expected in their usein military helicopters.

A DSTO-sponsored Workshop was held in Melbourne, Australia, in February 1999 to discuss the currentstatus of helicopter HUMS and any issues of direct relevance to military helicopter operations. Thissecond part contains a list of those attending and a number of papers not received in time for publicationbefore the event.

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